RFID

Radio frequency identification technology is already used by some carriers to pay and track toll and fuel charges. Combined with electronic driver logs and smart handhelds, RFID technology could remove most, if not all, paperwork from the cab. It is also used today for container and trailer tracking within a yard or facility.

But in the future, the technology could also be used to facilitate state Department of Transportation vehicle inspections and to help businesses track vehicle conditions, says Palmer. "The idea is to have one technology that would be used by all," she adds. For inspectors, an RFID reader could quickly determine the date of the last inspection, the last repair and even the condition of the brake pads.

The issue is the number of sensors needed to cover all sensor points, ranging from steering and braking systems to weight and motion sensors. "For that to work, you have to have sensors all over the truck, and that's pretty darn costly," says Rich Craig, director of regulatory affairs at the Owner-Operator Independent Drivers Association.

"We love the idea," says Palmer, but despite falling costs for RFID technology, the return on investment isn't there quite yet.

Driver cams

In-cab video cameras can be configured to watch the road or the driver. Some are designed to record the driver's view of the road during the interval of time leading up to an accident. Others watch the driver's eyes and alert him when he's getting sleepy. But the systems can also be used to monitor the driver's behavior in the cab, raising privacy concerns.

"It does appear that drivers change their behavior if they have something like that in the truck," says Damman. But, he adds, "that is very Big Brother, so we've got to gauge whether that will be accepted."

The University of Michigan's Sayer doesn't think driver cams work. "We've never found that placing a camera in the cab affects outcome," he says.

But the biggest problem is that drivers don't like them. In an industry facing a shortage of drivers, this is one technology that's not likely to take off, says Palmer.

Applied science

While in-vehicle technologies can produce a wealth of data and make fleets safer and more efficient, carriers are still learning how to best make use of them. "You have to have the technology, the processes and the behavior to apply it," says Gary Whicker, senior vice president of engineering services at J.B. Hunt.

While analytics can improve operational efficiency, safety systems also depend on driver acceptance. Once the technology is in place and management provides feedback to the driver, the question is whether the driver will change his behavior based on that feedback.

"Will they actually reduce hard-braking events or pay more attention to lane integrity?" Whicker asks. The technologies that make it onto the road will need to pass that test first.